Volume 3, Issue 2, February-2016, pp.

76-80 ISSN (O): 2349-7084

International Journal of Computer Engineering In Research Trends

Available online at: www.ijcert.org

Design and Analysis of Engine Cylinder

Fins of Varying Geometry and Materials.
Mr. Manir Alam, Assoc.Prof. Mrs. M. Durga Sushmitha,

Abstract:- The Engine cylinder is one of the major automobile components, which is subjected to high temperature
variations and thermal stresses. In order to cool the cylinder, fins are provided on the cylinder to increase the rate of heat
transfer. By doing thermal analysis on the engine cylinder fins, it is helpful to know the heat dissipation inside the cylinder.
The principle implemented in this project is to increase the heat dissipation rate by using the invisible working fluid, nothing
but air. We know that, by increasing the surface area we can increase the heat dissipation rate, so designing such a large
complex engine is very difficult. The main purpose of using these cooling fins is to cool the engine cylinder by air. Presently
Material used for manufacturing cylinder fin body is Cast Iron. In this thesis, using materials Copper and Aluminium alloy
6082 are also analyzed. Thermal analysis is done using all the three materials by changing geometries, distance between
the fins and thickness of the fins for the actual model of the cylinder fin body.

Keywords Engine cylinder fins, CATIA, FEM

1. INTRODUCTION energy from heat flows, much as a water wheel extracts

mechanical power from a flow of mass falling through
In Internal Combustion engines, combustion of air a distance. Engines are inefficient, so more heat energy
and fuel takes place inside the engine cylinder and hot enters the engine than comes out as mechanical power;
gases are generated. The temperature of gases will be the difference is waste heat which must be removed.
around 2300-2500C. This is a very high temperature Internal combustion engines remove waste heat
and may result into burning of oil film between the through cool intake air, hot exhaust gases, and explicit
moving parts and may result it seizing or welding of engine cooling.
same. So, this temperature must be reduced to about A typical distribution for the fuel energy is given
150-200C at which the engine will work most
below:
efficiently. Too much cooling is also not desirable since
it reduces the thermal efficiency. So, the object of Useful work at the crank shaft = 25 per cent
cooling system is to keep the engine running at its most
Loss to the cylinders walls = 30 per cent
efficient operating temperature. It is to be noted that
the engine is quite inefficient when it is cold and hence
Loss in exhaust gases = 35 per cent
the cooling system is designed in such a way that it
prevents cooling when the engine is warming up and Loss in friction = 10 per cent
till it attains to maximum efficient operating
temperature, then it starts cooling. Heat 2. LITERATURE OVERVIEW
engines generate mechanical power by extracting

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 Manir Alam et al., International Journal of Computer Engineering In Research Trends
Volume 3, Issue 2, February-2016, pp. 76-80

Heat engines generate mechanical power by
extracting energy from heat flows, much as a water
wheel extracts mechanical power from a flow of mass
falling through a distance. Engines are inefficient, so
more heat energy enters the engine than comes out as
mechanical power; the difference is waste heat which
must be removed. Internal combustion engines
remove waste heat through cool intake air, hot
exhaust gases, and explicit engine cooling. Engines
with higher efficiency have more energy leave as
mechanical motion and less as waste heat. Some waste
heat is essential: it guides heat through the engine,
much as a water wheel works only if there is some
exit velocity (energy) in the waste water to carry it
away and make room for more water. Thus, all heat
engines need cooling to operate.
engine, but often has sediment, which can clog coolant
passages, or chemicals, such as salt, that can chemically
damage the engine. Thus, engine coolant may be run
through a heat exchanger that is cooled by the body of
water.
COOLING SYSTEMS
Liquid cooling system
There are many demands on a cooling system. One key
requirement is that an engine fails if just one part
overheats. Therefore, it is vital that the cooling system
keep all parts at suitably low temperatures. Liquid-
cooled engines are able to vary the size of their
passageways through the engine block so that coolant
flow may be tailored to the needs of each area.

Cooling is also needed because high temperatures

damage engine materials and lubricants. Internal-
combustion engines burn fuel hotter than the melting
temperature of engine materials, and hot enough to
set fire to lubricants. Engine cooling removes energy
fast enough to keep temperatures low so the engine
can survive.

Fig.2. Water cooling system

Liquid-cooled engines usually have a circulation

pump. The first engines relied on thermo-siphon
cooling alone, where hot coolant left the top of the
engine block and passed to the radiator, where it was
cooled before returning to the bottom of the engine.
Circulation was powered by convection alone. Other
demands include cost, weight, reliability, and
durability of the cooling system itself.

Conductive heat transfer is proportional to the

Fig.1 Engine cylinder fin
temperature difference between materials.
Most internal combustion engines are fluid cooled using
Air cooled system is generally used in small engines
either air (a gaseous fluid) or a liquid coolant run
say up to 15-20 kW and in aero plane engines. In this
through a heat exchanger (radiator) cooled by air.
system fins or extended surfaces are provided on the
Marine engines and some stationary engines have ready
cylinder walls, cylinder head, etc. Heat generated due
access to a large volume of water at a suitable
to combustion in the engine cylinder will be
temperature. The water may be used directly to cool the

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Manir Alam et al., International Journal of Computer Engineering In Research Trends
Volume 3, Issue 2, February-2016, pp. 76-80

conducted to the fins and when the air flows over the
fins, heat will be dissipated to air.
The amount of heat dissipated to air depends upon:
(a) Amount of air flowing through the fins.
(b) Fin surface area.

(c) Thermal conductivity of metal used for fins.

Most modern internal combustion engines are cooled

Fig.4 Imported original and its meshed model
by a closed circuit carrying liquid coolant through
channels in the engine block, where the coolant
absorbs heat, to a heat exchanger or radiator where
the coolant releases heat into the air. Thus, while they
are ultimately cooled by air, because of the liquid-
coolant circuit they are known as water-cooled. In
contrast, heat generated by an air-cooled engine is
released directly into the air. Typically this is
facilitated with metal fins covering the outside of the
Fig.5.Imported modified and its meshed model
cylinders which increase the surface area that air can
act on.

5. THERMAL ANALYSIS OF FIN BODY

I. ORIGINAL MODEL

a) Cast iron

Fig.3. Air cooling system

3. MODELING OF FIN THROUGH CATIA

Fig.6 Heat distribution of fin at nodal temperature,
Model are prepared by using CATIA V5 thermal gradient sum and thermal flux sum

b) Aluminum alloy 6082

Fig.3 Solid and Wire frame model

Fig.7 Heat distribution of fin at nodal temperature,

4. ANALYSIS BY ANSYS
thermal gradient sum and thermal flux sum

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Manir Alam et al., International Journal of Computer Engineering In Research Trends
Volume 3, Issue 2, February-2016, pp. 76-80

c) Copper 6. RESULT AND DISCUSTION

A. ORIGINAL MODEL

CAST ALUMINUM
COPPER
IRON ALLOY 6082

WEIGHT
2.35 2.48 0.8936
(Kg)

Fig.8 Heat distribution of fin at nodal temperature, NODAL

thermal gradient sum and thermal flux sum TEMPERA 550 550 550
TURE (K)
II. MODIFIED MODEL
THERMAL
a) Cast Iron GRADIEN 208.137 187.34 103.537
T (K/mm)

THERMAL
FLUX 10.407 11.802 18.637
(W/mm2)

B. MODIFIED MODEL
Fig.9 Heat distribution of fin at nodal temperature,
thermal gradient sum and thermal flux sum CAST COPP ALUMINUM
IRON ER ALLOY 6082
b) Aluminum alloy 6082
WEIGHT (Kg) 2.126 2.24 0.808

NODAL
TEMPERATURE 550 550 550
(K)

THERMAL
GRADIENT 213.632 188.74 104.635
(K/mm)

THERMAL
Fig.10 Heat distribution of fin at nodal temperature, 10.682 11.891 18.834
FLUX (W/mm2)
thermal gradient sum and thermal flux sum

c) Copper
7. CONCLUSION
In this thesis, a cylinder fin body for motorcycle is
modeled using parametric software CATIA. The
original model is changed by changing the geometry
of the fin body, distance between the fins and
thickness of the fins. Present used material for fin
body is Cast Iron. In this thesis, thermal analysis is
Fig.11 Heat distribution of fin at nodal temperature, done for all the three materials Cast Iron, Copper and
thermal gradient sum and thermal flux sum Aluminum alloy 6082. The material for the original

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Manir Alam et al., International Journal of Computer Engineering In Research Trends
Volume 3, Issue 2, February-2016, pp. 76-80

model is changed by taking the consideration of their
densities and thermal conductivity. Density is less for
Aluminum alloy 6082 compared with other two
materials so weight of fin body is less using
Aluminum alloy 6082. Thermal conductivity is more
for copper than other two materials. By observing the
thermal analysis results, thermal flux is more for
Aluminum alloy than other two materials and also by
using Aluminum alloy its weight is less, so using
Aluminum alloy 6082 is better.
Future scope
The shape of the cylinder fin body is modified and
proven analytically that it can be used. But more
experiments have to be done on that modified model
to check the feasibility of the arrangement in the two
wheeler. Since the shape of the fins of modified model
is curved, the cost for manufacturing is also to be
considered. Since to manufacture this model, if the
cost is very high, it is not preferable since it may
increase the cost of two wheeler
11) Experimental Investigation into the Free Air-
Cooling of Air-Cooled Cylinders, SAE Paper
2003-32-0034, (2003). ( 5 ) Pai, B.U., Samaga, B.S.
and Mahadevan, K., Some
12) Experimental Studies of Heat Transfer from
Finned Cylinders of Air-Cooled I.C. Engines, 4th
National Heat Mass Transfer Conference, (1977),
pp.137144.
13) (Nabemoto, A. and Chiba, T., Flow over Fin
Surfaces of Fin Tubes, Bulletin of the Faculty of
Engineering, Hiroshima University, (in Japanese),
Vol.33, No.2 (1985), pp.117125.
14) Nabemoto, A., Heat Transfer on a Fin of Fin
Tube, Bulletin of the Faculty of Engineering,
Hiroshima University, (in Japanese), Vol.33, No.2
(1985), pp.127136.

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